Powertrain for an amphibian

ABSTRACT

A power train for an amphibian operable in land and marine modes includes a prime mover having an integral speed change transmission, at least a first land propulsion unit, at least a first marine propulsion unit, and a power transmission unit including a drive member configured to couple the prime mover to the at least first marine propulsion unit, wherein the prime mover is arranged to drive the at least first land propulsion unit through/via the integral speed change transmission in the land mode, and the prime mover is arranged to drive the at least first marine propulsion unit through/via the power transmission unit in both the marine mode and the land mode.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/579,720, filed on Dec. 5, 2017, entitled “A POWERTRAIN FOR ANAMPHIBIAN,” which claims benefit to PCT Application No.PCT/GB2016/051692, filed on Jun. 8, 2016, entitled “A POWERTRAIN FOR ANAMPHIBIAN,” the entire disclosures of which are incorporated herein.

BACKGROUND OF THE INVENTION

The present invention relates to a powertrain particularly suitable foruse in an amphibian capable of travel on land and water. Moreparticularly, the powertrain is suitable for use in a high speedamphibian with at least one retractable wheel and which is capable ofplaning on water. The present invention also relates to an amphibiancomprising such a powertrain.

Powertrains for use in amphibians are known in the art. These generallyfall into powertrains of one of two categories. The first arepowertrains for use in displacement only amphibians, and consequentlyhave limited and slow on-water performance. These are generallyautomotive powertrains modified to provide drive to a marine propulsionunit. The second category comprises powertrains for use in planingamphibians, and which suffer from limited on-land performance. These aregenerally marine powertrains modified to provide drive to a wheel or atrack drive.

More recently, however, the applicant has developed powertrains for usein a new class of high speed amphibians having at least one retractablewheel and which are capable of planing on water. Furthermore, these highspeed amphibians provide for good road handling when the amphibian isoperated on land.

There remains, however, a need to improve on these prior art powertrainsby providing increased flexibility and efficiency, particularly but notexclusively, in the delivery of drive and power to the land propulsionunit(s) (e.g. wheel(s) or a track drive(s)) and the marine propulsionunit(s) (e.g. jet drive(s), propeller(s), etc.) for use of the amphibianon water, as well as improved packaging of the power train. The need toretract wheels and/or wheel suspension assemblies (or track drives andrelated suspension assemblies) presents significant problems in terms ofpackaging, weight distribution and also in terms of how the resultingpower transmission pathways can be realized.

SUMMARY OF THE INVENTION

Accordingly, in a first aspect, the present invention provides a powertrain for an amphibian operable in land and marine modes, the powertrain comprising:

a prime mover having an integral speed change transmission;

at least a first land propulsion unit;

at least a first marine propulsion unit; and

a power transmission unit, wherein:

the prime mover is arranged to drive the at least first land propulsionunit through/via the integral speed change transmission in the landmode; and

the prime mover is arranged to drive the at least first marinepropulsion unit through/via the power transmission unit in both themarine mode and the land mode.

In a second aspect, the present invention provides an amphibiancomprising the powertrain as set forth herein.

With this arrangement, a powertrain according to the present inventionis particularly suitable for use in a small high speed amphibian, mostpreferably an amphibian motorcycle having only two wheels, one frontwheel and one rear wheel. It is also suitable for use in a three wheeledamphibian (tricycle) configured in either a) a two front wheel, one rearwheel arrangement or b) a one front wheel, two rear wheel arrangement.The powertrain can have a single prime mover (typically an engine) todrive at least one road wheel and at least one water jet or propellerunit, yet the road wheel(s) can be driven over a suitable speed range onland, and de-coupled on water. The water jet or propeller unit(s) can bedriven at a suitable speed relative to engine speed. The presentinvention provides a compact solution, low drive losses on water, use ofneutral in the speed change transmission for road wheel(s) decoupling,and road wheel(s) speed to jet or propeller speed ratio is good on exitof the amphibian from the water. The powertrain according to the presentinvention also provides for i) dual jet or propeller units where onerear wheel is provided, and ii) a single jet or propeller unit where tworear wheels are provided, thereby giving a balanced or centralizedthrust on water (unvectored water thrust, unless steering).

These and other features, advantages, and objects of the presentinvention will be further understood and appreciated by those skilled inthe art by reference to the following specification, claims, andappended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the present invention will now be described byway of example only with reference to the accompanying drawing, inwhich:

FIG. 1 is a schematic perspective view of a powertrain according to apreferred embodiment of the present invention.

DETAILED DESCRIPTION

Referring now to FIG. 1, a power train 10 can be seen to comprise:

a prime mover, engine 12, with an integral variable speed changetransmission;

a power transmission unit 16;

two marine propulsion units, port water jet drive 18 and starboard waterjet drive 20;

two marine propulsion drive shafts, port water jet drive shaft 22(hidden from view), starboard water jet drive shaft 24;

a land propulsion drive shaft 26;

a bevel gear transmission 28; and

rear wheel 50.

The amphibian powertrain 10 comprises an engine 12 having an integralvariable speed transmission (gearbox) with a neutral position. As shownin FIG. 1, the engine 12 is mounted transversely in the chassis,although in alternative embodiments this could be adapted or changed(e.g. mounted in-line), with a different layout of power transmissionunit 16. The power transmission unit 16 primarily transfers the singledrive from the crankshaft of the engine 12 to the two jet drive units18, 20 (port water jet drive 18 and starboard water jet drive 20) viathe two marine propulsion drive shafts 22, 24 (port water jet driveshaft 22 and starboard water jet drive shaft 24). Consequently, drivefrom the crankshaft of the engine 12 to the jet drive units 18, 20 doesnot pass through a clutch (if provided) or the integral variable speedtransmission (gearbox) of the engine 12. Twin jet drive units 18, 20 areused in this embodiment, one either side of the rear wheel 50. Thisensures front and rear wheels are on the vehicle centre, and the waterthrust vector is also central, which would not be the case with anoffset single jet drive unit.

As noted above, both jet drive units 18, 20 are driven from thecrankshaft of the engine 12, and drive does not pass through a clutch(if provided) or the integral variable speed transmission (gearbox) ofthe engine 12. The power transmission unit 16 takes the single drivefrom the crankshaft as an input and splits it into a separate drive foreach jet drive unit 18, 20. There is provided, therefore, the capabilityfor a ratio change (other than 1:1, if necessary) to provide the optimumjet drive impellor speed. This also ensures that the correct jet driveimpellor speed for acceptable thrust at water exit is maintained, whichmay not be the case if the jet drives are driven through the enginegearbox in the same fashion as the rear wheel 50. In marine mode, theengine gearbox is put in neutral position to de-couple drive to the rearwheel 50. A normal manual clutch, or an automatic clutch can be used.Alternatively, an engine with an integral continuously variabletransmission (CVT) may be used. Due to the high chain speed, aHy-Vo/silent chain type is used in the power transmission unit 16.Alternatively, a belt or gear system could be implemented in the powertransmission unit 16.

In this embodiment, for packaging reasons only, the power transmissionunit 16 additionally (but optionally) serves to transfer drive from theintegral variable speed transmission (gearbox) of the engine 12 to therear wheel 50 via the land propulsion drive shaft 26 and the bevel geartransmission 28. With the engine 12 positioned for optimal packaging,the power transmission unit 16 interferes with the direct line betweenthe output of the integral variable speed transmission (gearbox) of theengine 12 and the land propulsion drive shaft 26. Consequently, usingthe power transmission unit 16 to transfer drive from the integralvariable speed transmission (gearbox) of the engine 12 to the rear wheel50 via the land propulsion drive shaft 26 and the bevel geartransmission 28 provides both the necessary offset for packagingreasons, and also an opportunity for a step-up or step down(input/output ratio) drive to optimize the fixed ratio of input tooutput speed desired.

In an alternative embodiment, not shown, the amphibian powertraincomprises an engine having an integral variable speed transmission(gearbox) with a neutral position. The power transmission unit comprisesa drive shaft assembly to transfer the single drive from the crankshaftof the engine 12 to a single jet drive unit, preferably centrallymounted. Consequently, drive from the crankshaft of the engine 12 to thejet drive unit, 10 as before, does not pass through a clutch (ifprovided) or the integral variable speed transmission (gearbox) of theengine 12. A single jet drive unit is used in this embodiment, eitherprovided ahead of a single rear wheel (either retractable, or notretractable), or provided centrally between two rear wheels (eitherretractable, or not retractable). This again ensures that water thrustvector is also central, which would not be the case with an offsetsingle jet drive unit. Drive from the integral variable speedtransmission (gearbox) of the engine to the rear wheel (or wheels) isprovided via a drive shaft assembly, e.g. land propulsion drive shaftsand bevel gear transmission as used in the embodiment described above.

Whilst wheels have been described throughout as the land propulsionmeans, track drives or individual track drives (i.e. to replace a singlewheel) may be used as an alternative or in combination with wheels.

The prime mover has been described above as an engine. The engine takesthe form of a multi-cylinder internal combustion engine. Alternatively,any prime mover such as electric, hydraulic, pneumatic, hybrid orotherwise may be beneficially employed.

In marine mode, it has been described above that the engine gearbox isput in neutral position to de-couple drive to the rear wheel(s). Anormal manual clutch, or an automatic clutch can be used. For example,it is possible to disengage an existing (where provided) internal engineclutch between the crankshaft and the gearbox. An external actuator canbe provided to open the clutch, or if a centrifugal clutch is fitted,then a device can be provided to restrict the motion of the centrifugalmasses in the marine mode and hence prevent the clutch from engaging.Alternatively, or additionally, an extra external clutch can be providedbetween engine gearbox output and the driving wheel(s) and used todisengage drive to the wheels in marine mode. This may take the form ofan electro hydraulic device, or any other suitable device.

Each feature disclosed in this specification (including the accompanyingclaims and drawings) may be replaced by alternative features serving thesame, equivalent or similar purpose, unless expressly stated otherwise.Thus, unless expressly stated otherwise, each feature disclosed is oneexample only of a generic series of equivalent or similar features. Inaddition, all of the features disclosed in this specification (includingthe accompanying claims, abstract and drawings), and/or all of the stepsof a method or process, may be combined in any combination, exceptcombinations where at least some of such features and/or steps aremutually exclusive. Accordingly, while different embodiments of thepresent invention have been described above, any one or more or all ofthe features described or illustrated and/or claimed in all of thefeatures the appended claims may be used in isolation or in variouscombinations in any embodiment. As such, any one or more feature may beremoved, substituted and/or added to any of the feature combinationsdescribed, illustrated and/or claimed. For the avoidance of doubt, anyone or more of the features of any embodiment may be combined and/orused separately in a different embodiment with any other feature orfeatures from any of the embodiments.

Whereas the present invention has been described in relation to what ispresently considered to be the most practical and preferred embodiments,it is to be understood that the invention is not limited to thedisclosed arrangements but rather is intended to cover variousmodifications and equivalent constructions included within the scope ofthe appended claims

The invention claimed is:
 1. A power train for an amphibian operable inland and marine modes, the power train comprising: a prime mover havingan integral speed change transmission; at least a first land propulsionunit; at least a first marine propulsion unit; and a power transmissionunit including a drive member configured to couple the prime mover tothe at least first marine propulsion unit, wherein: the prime mover isarranged to drive the at least first land propulsion unit through/viathe integral speed change transmission in the land mode; and the primemover is arranged to drive the at least first marine propulsion unitthrough/via the power transmission unit in both the marine mode and theland mode.
 2. The power train as claimed in claim 1, further comprisinga second marine propulsion unit.
 3. The power train as claimed in claim2, wherein the prime mover is arranged to drive the second marinepropulsion unit through/via the power transmission unit in both themarine mode and the land mode.
 4. The power train as claimed in claim 1,wherein a crankshaft or other drive shaft of the prime mover is arrangedto drive the at least first and/or a second marine propulsion unit(s)through/via the power transmission unit, and drive is not providedthrough/via the integral speed change transmission of the prime mover.5. The power train as claimed in claim 1, wherein the power transmissionunit provides a fixed input/output ratio.
 6. The power train as claimedin claim 1, wherein the power transmission unit provides a fixedinput/output ratio of 1:1.
 7. The power train as claimed in claim 1,wherein the power transmission unit provides a fixed input/output rationot equal to 1:1.
 8. The power train as claimed in claim 5, wherein thefixed input/output ratio is a ratio of input drive speed received fromthe prime mover to the power transmission unit relative to the outputdrive speed provided by the power transmission unit to the first and/orsecond marine propulsion unit(s).
 9. The power train as claimed in claim1, wherein the integral speed change transmission of the prime movercomprises a neutral, and drive from the prime mover to the at leastfirst land propulsion unit through/via the integral speed changetransmission is decoupled in marine mode by engaging the neutral. 10.The power train as claimed in claim 1, further comprising: a secondmarine propulsion unit, wherein the prime mover is arranged to drive thesecond marine propulsion unit through/via the power transmission unit inboth the marine mode and the land mode; and wherein a crankshaft orother drive shaft of the prime mover is arranged to drive the at leastfirst and/or a second marine propulsion unit(s) through/via the powertransmission unit, and drive is not provided through/via the integralspeed change transmission of the prime mover; wherein the powertransmission unit provides a fixed input/output ratio.
 11. The powertrain as claimed in claim 10, wherein the power transmission unitprovides a fixed input/output ratio of 1:1.
 12. The power train asclaimed in claim 10, wherein the power transmission unit provides afixed input/output ratio not equal to 1:1.